latta



(No Model.) 4 sheets-sneer, 1. I E. G. LATTA.

' BICYGLE L Eff/- (No Model.) @sheets-sheen 2.

E. G. LATTA.

BIGYGLE.

No. 280.633. Patented July 3, 1883.

(No Model.) y 4 Sheets-,Sheet 3.

E. G. LATTA.

BICYCLE.

Patented July 3, 1883.

f A WA 4 shets-sheet 4. E. G. LATTA.

y BICYCLE. No. 280,633. Patented July 3, 1883.

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NITED' STATES PATENT OFFICE.v

EMMIT G. LATTA, OF FRIENDSHIP, NEV YORK, ASSIGN OR OF ONE-HALF TO ADRIAN O. LATTA, OF SAME PLACE.

BICYCLE.

SPECIFICATION forming part of Letters Patent No. 280,633,`dated J'uly 3, 1883,

Application filed January 30, 1883. (No model.)

To all whom it may concern,.-

Be it known that I, EMMIT G. LATTA, of

Friendship, in the county of Allegany and State of New York, have invented a new and useful Improvement in Bicycles, of which the following is a specication.

This invention relates to an improvement in bicycles, and has for its object to produce a machine which is simple, strong, and durable in construction, which can be readily repaired, and which canbe easily operated.

My Yinvention consists, to that end, of the improved construction of the steering-head, whereby the latter is rendered self-adjusting, also, of the construction of the axle, whereby the latter can be readily repaired, also, of the construction of the bearings of the drivingwheel, whereby .the frictional point is located on the under side of the axle; also, of the construction of the crank, whereby it is rendered stronger and easily adj ustable; also, ofthe construction of the spokes, whereby the latter can be attached after the tire lhas been applied to the rim, and which enables the spokes to be readily removed and replaced by new ones without disturbing the rim ofthe wheel; also, of the .construction of the rim, whereby the rim is rendered stronger than heretofore; and, also, of the construction of the tire, and of the means whereby it is secured to the rim, as will be hereinafter fully described, and pointed out in the claims. y l

In the accompanying drawings, consisting of four sheets, Figure 1 is a cross-section of the steering-head and the upper portion ofthe driving-wheel. Fig. 2 is a cross-section of the central portion of the driving-wheel. Fig. 3 is a cross-section in line .fc w, Fig. 2. Fig. iis a side elevation of the inner portion of the crank. Fig. 5 is a horizontal section in line y y, Fig. 2. Fig. 6 is a cross-section inline z z, Fig. 5. Fig. 7 is a sectional view, on an enlarged scale, of aportion of the hub. Fig. 8

' is a fragmentary sectional elevation of a por- 4 5 tion of the rim of the wheel. Fig. 9 is a partlysectional face view of the rim. Fig. 10 is a cross-section of the rim on an enlarged scale. Fig. 11 is a cross-section of the rubber tire before it is secured to the rim. Fig. 12 is averti- 5o cal section of the steering-headat right angles to Fig. 1. Figs. 13 and 14 are cross-sections in lines a: x and y y, Fig. 12, respectively. Fig.

15 shows a modified construction of the bearings of the wheel. Fig. 16 is a sectional view, illustrating the manner of applying the spokes 5 5 to the wheel.

Like letters of reference refer to like parts in the several figures.

A represents the backbone or reach of the machine, provided at its front end with the 6o usual upright center-pin, a.

B represents the forks which straddle the driving-wheel, and which are provided at their upper ends with a socket or head, B', which incloses the center-pin ce.

O represents a socket or cylindrical cap, which is secured in the upper portion of the socket B by a screw-thread, c, and C is a follower, which is seated with its upper cylindrical end in a correspondingly-shaped recess 7o in the cap C, and which fits over the upper end of the center-pin, a, and rests upon the upper end thereof. A

c is a spiral spring which surrounds the follower O', and which rests with its upper end 75 against a shoulder, lc2, formed in the cap O, and with its lower end against a collar or flange,

c, formed on the lower end of the follower C. The spring d forces the follower C downwardly and against the upper end of the cen- 8o ter-pin a, and holds the follower in close contact with the center-pin, and the lower end of /the latter in close contact with its seat in the head B. The arrangement of the spring c around the center-pin a renders the device more compact and permits the use of a longer center-pin than heretofore without increasing the height of the steering-head.

O* represents a perforated lug formed on the socket B for the reception of the handle-bar. 9o

D represents the hollow cylindrical body or central portion of the axle of the drivingwheel, and D D represent the end portions of the axle, which'are secured tothe outer ends of the body D by screw-threads d. n

E E represent the hubs ofthe drivingwheel, which are secured to the ends of the body D of the axle by screw-threads e, and by wedge-keys e, whichA pass through the hubs, the body D, and the end portions, D', of roo the axle, as clearly shown in Figs. 5 and 6. This construction of the axle permits .each

I quired.

3 5 case.

end ol' the axle to be readily removed and replaced by a new one when broken. Each of the bearings whereby the axle of the drivingwheel is connected with the forks B is con- 5 structed in three parts, the central part, F, be-

Io ner portion, G, ofthe bearing is secured to the hub D by means of a screw-thread, g, so that this portion oi' the bearing can be adjusted toward or from the central portion, F, by screwing it into or out ofthe hub, as may be re- The outer portion, H, oi' the bearing is formed in one piece with the outer portion, D', of the axle. The central portion, F, ot' the bearing is provided with a bore, f", which is made somewhat larger than the axle D,

2o which passes through the bearing, so that the 2 5 the central portion, F, and the inner and outer portions, G and H, of the bearing, the adjacent faces of these parts being grooved to receive and hold the balls, as clearly shown in Figs. 2 and 5. By this construction oi' the 3o bearings the weight applied tothe forks is snpported by the balls on the under side of the axle, thereby locating the point o1' frictional contact between the parts under the axle, in stead of over the same, as is ordinarily the This construction al'ords along leverage to the crank at the iirst and most essential part ofthe stroke, and also shortens the leverage from the ground to the bearings, thereby enabling a large wheel to be driven with the same 4o pressure required for a small wheel turning in ordinary bearings. This arrangement also causes the balls to remain at the frictional point by gravity, instead of tending to work away from it, which is especially important after the bearings have become worn, so that there is a space between the balls. The same arrangement may be applied to bearings having a single series of balls with an axle and crank as ordmarily constructed, as represented 5o in Fig. 15, and also to double or single parallel 5 5 ot'i'rictional contact with the bearing arranged in the same manner as a loose wheel revolving on a fixed axle.

I represents the cranks, secured tothe outer ends ot' the end portions, D, ol' the axle. The

6o latter are provided with grooves in which the inner ends ofthe cranks are adiustably secured by set-screws f1, engaging in threaded holes in the end portions, D', of the axle. These set-screws are provided with conical heads,which engage in slots il, having beveled sides, and formed in the inner ends ol the cranks. Upon loosening the set-screws li', the

c anks can be adjusted toward or i'rom the axis oi' the axle, and by tightening the set-screws they are secured in the desired position. The faces ofthe end portions, D', of the axle are each provided with projecting `ribs i, which lit in the slots i, between the jaws ot' the crank, and relieve the set-screws from the strain of the crank. This construction is very desirable, as it permits a close build and a large diameter of the wheel, with less distance between. the pedals, and saves the cranks in case of a i'all, when the set-screw will be broken, which is easily replaced, instead ol' the cranks or the axle being bent or broken, and as the pedalpin and crank are made in one piece there is no danger ofthe pedals getting loose, and the outer ends of the crank can be made lighter than where the pedals are adjnstably attached to the crank.

J represents a shield composed oi' a concave or dished plate, which is applied to the outer side oi' the inner end of the crank, i'or the purpose of preventing the crank from catching' the clothing, and for protecting the bearings iroin dust. The shield J is provided with an opening, j, through which' the crank passes, and with an opening, .7", nearits center, through which the head ol' the set-screw is rendered accessible. The shield is provided on its inner side with a spring-catch, j?, which engages under the head ot' the set-screw and holds the shield in place on the crank.

represents a ring or rim which surrounds the bearing, and which projects with its outer edge beyond the inner edge of the shield J', and with its inner edge beyond the outer edge ofthe hub l, as clearly shown in Fig. 2. The ring 7.'y is secured to the i'ork D, and the hub, ring, and shield incl ose the bearing, and substantially protect the saine from dust.

`When it is desired to oil the bearings or tighten them, one side of the shield J is lifted, so as to disengage the catch j l'rom the selserew, when the shield can be moved outwardlyon the crank to the position represented in dotted lines in Fig. 2,wherel;iy the bearing is rendered accessible.

L represents the spokes, which are secured with their inner ends to the hubs E, and with their outer ends to the rim M. The rim composed ot' two strips oi' sheet metal, each having approximately a U-shaped cross-section, with one side longer than the other, and both strips being htted upon each other in such a manner that the inner and outer plate ol' one strip overlaps and rests against the corresponding plate ol' the other strip, both together' i'orin ing a hollow rim having a concave i'ace, my, and two thicknesses of metal at the central portion ol' the concave l'ace and atihe inner side of the rim, where the outer ends of the spokes pass through these parts, as clearly represented in Fig. l0. The strips of whichthe rini )I is composed are beaded on their inner sides, as shown at m, in order to hide the joint or laps ol the two strips composing the rim. The inner ends ot' the spokes L are provided with screw- IOO IIO

agace?. 1 3

threads Z, which engage in sockets formed in the peripheral portions of the hubs E. These sockets are arranged in a raised marginal ange, E, of the hub, and extend through this raised flange, so that when the wheel is detached from the frame the inner ends of the spokes can bereached with a screw-driver or other suitable tool for turning the spokes in their sockets. The inner portions, Z/, of the sockets are screw-threaded, andtheir outer portions, Z2,

are made large enough to permit the spokes to pass through the saine. The inner ends of the spokes are notched or otherwise constructed so that the spokes can be turned by applying a screw-driver or other suitable tool when it becomes necessary to remove the end of a broken spoke.

For applying new spokes a spoke-grip is used. The outer ends of the spokes L are provided with screw-threads Zi,which engage in blocks N, seated in the hollow rim M. These blocks are made square or polygonal, and the rim is provided with correspondingly-shaped open ings, in which the blocks are held against turning. The blocks are provided with screwV threaded openings, in which the outer ends of the spokes engage. The screw-threads Z: at the outer ends of the spokes are made coarser p or of greater pitch than the screw-threads at ends through the sockets of the hubs until their outer ends pass beyond the inner end of the rim M, so that their outer ends can be placed in line with the blocks N, as represented in Fig. 16. The spokes are then screwed outwardly through the sockets of the hubs and into the openings of the blocks N. As the screw-threads of the outer ends of the spokes are of a greater pitch than those at the inner ends, this operation will draw the rim toward the hub, and thereby give the rim the necessary tension at the same time that the spoke is connected with the rim. This means of applying the spokes to the wheel permits the insertion and removal of each spoke without disturbing any other part of the rim or requiring the removal of the tire, and does away with the necessity of heading the spokes after they are put in place.

O represents the tire,which is secured in the concave outer face of the rim M. This tire is constructed of a strip of rubber or other suitable yielding material, having the side which is designed to rest against the rim of the wheel made iiat, or nearly so, as represented at o', and a groove, o2, arranged in its outer side. This tire is secured in the concave faceoi the rim by means of a metallic binder, p, which is placed in the groove o2, and by screws p, which pass through the binder p and the inner portion of the tire and engage in the threaded opening in the inner portion of the rim, as clearly shown in Fig. 10. Upon tightening the screw p the tire O is forced into the concave face ofthe rim, whereby the outer ends of the side portion of the tire are caused to apof the lpieces of which the binder is composed,

as represented in Figs. 8 and 10. The screws may be inserted from the outside, as shown,

or they may be reversed and screwed through an opening in the rim into `the binder, if preferred. The tire, secured as herein described, does not slip or become loose, and as the rubber is compressed instead of being stretched, as it is in tires tightened in the ordinary manner, the tire does not spread when cut. This construction is also well adapted for' repairing a tire, if the tire is constructed as herein described and cemented in the groove of the rim. If a portion of such a tire should become loose, it can be quickly secured by inserting a short binder into the groove of the loose portion, and securing it by screws, as hereinbefore shown and described.

I am aware that tires have been secured to the rim by means of a metallic core arranged within the tire and secured by screws to the rim, but these cores cannot be removed or replaced at will, like the binder herein described.

I claim as my invention- 1. The combination, with the center-pin a, of the socket B, cap C, followerC, and spring c', surrounding the center-pin, substantially as set forth.

2. The combination, with a wheel, of an axle secured to the wheel, a bearing secured to the fork or frame of the machine, through which the axle passes without touching the bearing, and a bearing secured to the axle, upon which the bearing secured to the fork or frame rests, on the under side of the axle, substantially as set forth.

3. The combination, with the bearing F, secured to the fork or frame of the machine, of the axle D', secured to the wheel, and passing through the bearing F without touching the same, inner and outer bearings, G and II, secured to the wheel, and two series of balls, 71, interposed between the bearings F, G, and H, whereby the bearing F rests upon the balls on the under side of the axle, substantially as set forth.

.The combination, with a bearing, F, secured to the fork or frame of the machine, of the axle D', secured to the wheel, and passing through the bearing F, without touching the same, a bearing, H, secured to the axle, and a bearing, G, secured adjustably to the hub, substantially as set forth. v I

` 5. The combination, with 'the central por- 'tion,.D, of the axle, of the end' portions, D, re-

IOO

IIO

serew-t-hrezuls d :ind e :uid hoits or ke'vs n, substantially as set i'orth.

'i'. The combination, with the nxle D. provided in its end or inee with :L groove, yi, ot n Crank7 I, titted in the groove i', und provided with :i slot, fi?, :1nd :i Set-Screw, if. whereby the crank is Secured to the :mie D, SuhStnntinily as set forth.

S. The eoinhinntion, with the :mie D', hnving its thee or end constructed with :i groove, yi7 :md projection `f", ot' u ernink7 I, provided with :L Slot, i. :rndnSet-serew, i', substantially :is Set it'orth.

t). The eoinhinzition7 with :i shalt. D. ernnk I, and set-Screw i, ol the detnehnble `Qhield J, having :L spring-eziteh7 jg. Substni'ltinllv as Set forth.

1 0. The oonihinntion7 with n huh, E, oi' the ring` 7s, secured to the fork, und the shield J. attached to the end ot' the shirt't7 wherehv the hearing is inelosed uni'tproteeted, substantially :rs set forth.

1l. The combination7 with the raised .rinr or flange E ot' the huh7 provided with Screwthreaded Sockets extending th roughthe thrnge, ot' Screw-threaded Spokes having their ends eonStrueted to receive :1 Serew-d river or wreneh i'or removing the end otl n hroken Spoke i'roin the Soeket. substantially ne set i'ort'h.

12. The Coinhinntion, with nhnhnnd rini ot' :L- wheel. ot' n` spoke provided :it its endzs` with seiewthreuds ot' dit't'erent piteh engaging in eorrespondingiy threadedv sookets when-einy the rini is tightened hv turning the Spoke in its Sockets, Suhstnntiinily ns Set; forth.

13. Therini M, composed ot' two nnnuhxr strips ot' sheet nletul bent to the proper torni, :rnd having their inner und outer sides` overhlpping eneh other7 both Strips forming uhol- ]ow rini having two thicknesses ot' nletnl. :it: the centrali portions ot' its inner und outer I'nees, suhstznltiuiiy :is Set forth.

1.4i. The eolnbinution, with the riin M, hilving its 'nee eonstrueted with pirojecting or raised edges7 o1' :L tire, t), constructed with :i groove7 0"'7 in its outer thee, which is (dosed hv t'oreing the tire .into it ent in the i'nee ot the riin. suhstuntinily ne :t'orth.

115. The eonihinzition7 with the rin] M, ot' '.1 grooved tire7 O, :l inetuilie hinder, y), nrrzmgei'l in the groove ot' the tire, und :i ihstening, p', whereby the tire is t'oreed into its sent in the rin] und thogloove in its outer i'nee (thised.` Suhstnntiniiv :1s Het t'orth. 

